Automobile amusement apparatus



June 16, 1942. v

N. BARTLETT AUTOMOBILE AMUSEMENT APPARATUS Filed Sept. 14, 1939 8 Sheets-Sheet 1 INVENTOR 20a Barf/e79 B ,MVQW,

ATTORNEYS N. BARTLETT 2,286,454

Filed Sept, 14, 1959 s Sheets-Sheet 2 J/ 1 M w B Y m0 m 5 N n A m Y MB \w W I T UW- v .Q w w H mlfimwm g wm I) W w mm a. Q I. 3

June 16, 1942.

AUTOMOBILE AMUSEMENT APPARATUS N\\ m/ \M Q fi June 16, 1942. N. BARTLETT 2,286,454

AUTOMOBILE AMUSEMENT APPARATUS Filed Sepb. 14, 1939 8 Sheets-Sheet 5 /sz F76. I I 76/ 497/5: /2 2 50 ATTORNEYS Jul: 16, 1942. N. BARTLETT 2,286,454

AUTOMOBILE AMUSEMENT APPARATUS Filed Sept. 14; 1959 s Sheets-Sheet 4 ATTO RNEYS June 16, 1942. NQBARTLETT AUTOMOBILE AMUSEMENT" APPARATUS 8 Sheets-Sheet 6 Filed Sept. 14, 1939 NM WM VCZLMM.

- "NVENTOR M/wzoxz BUM/eff Rm @y ATTORNEYS June 16, 1942. N. BARTLETT 3 3 AUTOMOBILE AMUSEMENT APPARATUS Filed'Sept. 14, 1939 s Sheets-Sheet 7 2 2 2 4 2 3 F/G. a 1 275 22/272 265 g 2 7|4v- /Z62 r g2 n u IL Twin II n 22 22 2/ 25/ 2 2549 INVENTOR ATTO NEYS June 16, 1942. N. BARTLETT 2,286,454

AUTOMOBILE AMUSEMENT APPARATUS Filed Sept. 14, 1939 8 Sheets-Sheet 8 INVENTOR 'ATT RNEYS Patented June 16, 1942 UNITED STATES PATENT OFFICE AUTOMOBILE AMUSEMENT APPARATUS Norman Bartlett, North Tonawanda, N. Y.

Application September 14, 1939, Serial No. 294,921

17 Claims.

The present invention relates to amusement apparatus and has particular relation to an automobile ride wherein cars, each adapted to contain one or more patrons, are controlled partly by the patrons and partly by the operator of the apparatus.

According to the present invention the cars are disposed upon and adapted to travel around a bowl which is mounted for rotation in the direction of travel of the cars, whereby the illusion of great speed is obtained by patrons in the cars and also by spectators, although the cars actually may travel at a safely slow speed with respect to the bowl.

Each car is provided with patron controlled steering gear and with propulsion means, preferably comprising a gasoline engine, having a patron operated accelerator control, and each car may also have means, remotely controlled by the operator of the ride independently of the patron-occupants of the cars, including a brake, means for rendering the patron-operated accelerator control ineffective, and means cooperating with the steering gear for urging the car toward the inside of the bowl.

Each car is also provided with speed control means in the form of a supercharger pump operable by one occupant of the car while another occupant steers, to enable the car to obtain maximum speed, thereby providing additional action and pleasure for the patrons. The supercharger pump may be associated with the accelerator or throttle control in such manner that a car can operate at a limited speed only when the pump is not operated. Preferably means are provided whereby the pump cannot be operated to produce its intended effect except by a patron seated beside the person who steers the car, thereby making it more attractive for,

two persons to occupy each car than one.

The invention contemplates that the remote control of the several cars by the operator of the amusement device may be through the instrumentality of an arm mounted for rotation above the cars substantially about the axis of the bowl, and means on each car engageable by the arm for effecting selective control in accordance with the direction of rotation of the arm at the time it engages the car carried means.

The invention further contemplates, as an alternative means of remote control by the amusement device operator, wireless or radio control, consisting of a transmitter controllable by the operator, a receiver on each car, and means on each car operable by the receiver to control the car.

These and other objects and advantages of the present invention, including the several novel arrangements and combinations of elements, will become apparent from the following description of the typical embodiments of the invention shown in the accompanying drawings, wherein:

Fig. l is a plan View of the rotatable bowl and adjacent parts of the apparatus;

Fig. 2 is a vertical sectional view through the bowl, and showing one of the patron carrying cars disposed thereon;

Fig. 3 is a phantom plan view showing the structure of one of the cars in broken lines, with certain of the control elements of the present invention shown in full lines;

Figs. 4 and 5 are phantom side views of the car shown in Fig. 3, the car structure being shown in broken lines and certain of the control elements being shown in side elevation in full lines;

Fig. 6 is a detail vertical sectional view through the part of the car carried control mechanism that is engaged and operated by the rotatable overhead arms shown in Figs. 1 and 2;

Fig. '7 is a plan sectional view, to a larger scale, of a friction device associated with the apparatus shown in Fig. 6;

Fig. 8 is a vertical sectional view, at right angles to Fig. 6, showing a detail of the structure of the latter view;

Fig. 9 is a plan view of the front part of the car structure including parts of the steering Fig. 10 is a vertical sectional view illustrating the structure -shown in Fig. 9 and other parts of the steering gear;

Fig. 11 is a diagrammatic perspective view schematically showing the car carried control apparatus;

Fig. 12 is a vertical sectional view similar to Fig. 2, but of an alternative arrangement wherein the remote control is effected by wireless or radio transmitting and receiving means;

Fig. 13 is a vertical sectional View through the car carried casing containing the receiving means and motor operated valve actuating means operated thereby; V

Fig. 14 is a diagram indicating one kind of electrical circuit which may be employed between the receiving means and the valve operating motor;

Fig. 15 is a view illustrating a modified valve arrangement and radio receiver controlled .operating means therefor, portions of the arrangement being shown diagrammatically; and,

Fig. 16 is a vertical sectional view similar to Figs. Z'and 12, but of a modified bowl structure.

As shown in Figs. 1 and 2, the amusement apparatus may include a base 2| supported upon suitable abutments 22, and carrying a plurality of concentric circular rails 23. A large bowl 24, concentric in plan, is supported by wheels 25 running on the rails 23 for rotation. The bowl may be built up of suitable metallic frame members 2t, and covered with a suitable surfacing material upon which one or more cars 2'! may operate. The inner portion of the surface of the bowl is substantially flat, as indicated at 28, while the outer surface portion is banked, as indicated at 25. Guard rails SI are provided along the inner and outer circumferences of the bowl to prevent the cars from being driven off the bowl.

Around the bowl may extend a suitable fence 32, interrupted by a passenger or patron entering and exiting structure which may include a walk way 33 leading past an admission booth 34 and controlled by a gate 35, the walkway 33 opening at 35, and also through a gate 3i into platform 38 from which patrons may pass by stairs 3% to the bowl. The structure also includes exit stairs 4% leading to exit walkway A flexible drive cable 43 extends around the bowl, engaging in V recesses of bearing blocks 44 which are disposed at spaced intervals about the bowl, and also engaging driving drums 45 operated by a motor 46 through suitable reduction gearing. By this arrangement the bowl may be rotated at the desired speed, counterclockwise to which are pivoted arms 5| of truss formation.

The arms are normally held in the position indicated by cables 52 secured to a collar 53. The latter is slidable on the upright, being retained normally in the position shown by spring 54. Depending from the arms are members 55 carrying tensioned wires 56.

A Windlass 58, which may be motor operated if desired, is operable to lower the collar 53, against the resistance of spring 54, to lower the arms 5!. of the apparatus as a unit with the Windlass, collars 49 and 53, and the upright 4'I, by movement of a handle 59 which is secured to the upright.

By means of the Windlass the arms may be lowered (to a position indicated by broken lines in Fig. 2) and then rotated in either direction to engage the tensioned wires 56 with a rod 51 which may be carried by each car, for control purposes to be hereinafter described.

Referring now to Figs. 3, 4, 5 and 11, each car 21 may be provided with an internal combustion engine 6!, equipped with a carburetor 52 receiving fuel through line 63 from a fuel tank 54.

The drive shaft '66 of the engine is connected to one rear wheel of the car, fil, through a centrifugal clutch 68 which automatically disengages, interrupting the drive, when the engine operates at low speed; and through suitable re- The latter may be rotated by the operator duction gearing contained within housing 69.

diverging fingers I4 and I5 between which is a narrow recess I6. A nut I8 is adjustably secured upon the link 65 and the eye I! is held in abutment with it by a coil spring compressed on the end of the link by an adjusting nut I9.

Another spring, 11, is tensioned between lever 12 and a stationary part of the car, for constantly urging the lever and link to throttle opening position. As shown by Figs. 3 and 4 the lever I2 may have a stop SI for abutment with bracket to limit the maximum throttle opening movement of the lever.

A substantially upright plate 82 is pivoted at 83 to the engine or other stationary part of the car, its pivotal movement being guided by a stationary member 84 which extends through the arcuate slot 85 in the plate and being limited by an adjustable stop 86 which may abut against a part of the engine casing.

Pivoted at 81 to the plate 82 are levers 83 and 8.9, the upper end of lever 88 being engageable with the outerface of finger I4 of lever I2, and the upper end of lever 89 being engageable with the inner face of finger 15 of the lever or into the recess I6 between the fingers. The lower end of lever 88 is connected by link 9| to a crank arm 92 fixed on one end'of a rod 93 on whose opposite end is another crank arm 94. The latter is connected by a link 95 to a crank 95 disposed beneath the fioor board IUI of the car and against which abuts one arm 9'! of a bell crank whose other arm, 98, carries an accelerator pedal 99 which extends through the floor board.

A spring I02 (Fig. 11), which may be tensioned between arm 96 and a stationary part of the car, normally urges the accelerator pedal and associated linkage to throttle closing position. When a patron in the car depresses the pedal it will be seen that cranks 98, 91, 84 and 92 will be turned clockwise, as viewed in Fig. 11, against the resistance of spring I02, and the link 8| will be shifted to move lever 88 counterclockwise. Such movement of the upper endof lever 88 will permit the spring IT to shift lever I2, opening the engine throttle valve.

The lower end of lever 89 is pivoted to a link I03 that is connected to a link I04 by resilient means I 05, link I04 being pivoted to a crank I06 secured to a tube I 0'! telescoped over rod 93, the tube being journaled for rotation in suitable supports on the car. Secured to tube I01 is a bell crank I08 to which is pivoted the piston rod I09 of a pneumatic cylinderIIl. Connected to an arm II 2 of the bell crank is a link II 3 that is pivoted to a lever '4 which has a stationary pivot I I5 carried by a suitable bracket on the car. Lever H4 is connected to a brake band II 6 adapted to engage a brake drum II! which is fixed for rotation with rear wheel H8 of the car. The brake. band II6 may have a stationary anchorage or pivot I I9 to a fixed part of the vehicle.

Cylinder I II is connected by conduits I2I and I22 to the intake I20 of the engine, where a partial vacuum maintains when the engine is in operation. Interposed between the conduits I2I and I22 is a valve I23 which is operable by a lever I24 either to open communication between the conduits or to close conduit I22 and open conduit I2I to the atmosphere, through a vent opening I25. Leading from conduit I22 is a branch pipe I26 to a suction reservoir tank I21. A spring pressed check valve I28 is disposed in conduit I22, preferably close to, or at, the intake pipe, to close communication between the intake and conduit except when the degree of partial vacuum in the intake is substantial.

When the valve arm !24 is in a position closing communication between conduits I 2! and I 22, and opening the latter to the atmosphere through vent I25, thereby equalizing the pressure on both Sides of the piston in cylinder I I I, the piston rod I69 is caused to descend by action of spring IIl'I which may be connected between a fixed anchorage and lever I I4, moving the latter and bell crank I88 clockwise about their respective axes of movement. This engages the brake band II with drum H1, and moves crank arm I66 clockwise, causing lever 89 to move counterclockwise. In this movement the upper end of lever 89 cams against finger 15 of lever 12, shifting the latter to a position wherein the engine throttle is closed to idling position, and enters the upper end of lever 89 in the recess 16, thereby latching lever 89 and the throttle in the idling position. When the lever 89 is so shifted and latched, its finger 14 is out of the path of motion of lever 68 whose movement is controlled by accelerator pedal 99, so that control of the throttle valve by a patron is removed.

When the valve arm I24 is in a position opening communication between conduits I2I and I22, and closing the atmospheric vent I25, the lessthan-atmospheric pressure induced by the engine intake is caused to prevail above the piston in cylinder III, thereby raising the piston and piston rod I89 to the position indicated in Fig. 11, releasing the brake band II6 from drum II1 and swinging the upper end of lever arm 89 forwardly (clockwise), removing it from recess 15 and from engagement with finger 15. Spring 11 is thereupon permitted to swing the lever 12 so that finger 14 bears against lever 88, thereby rendering the engine throttle valve subject to control by the patron through the means of accelerator pedal 99 and the associated linkage.

Secured to one side of the car, within convenient reach of a person seated beside the patron who is behind the steering wheel I3!) is a supercharger air pump I3I with an operating handle I32. The outlet from the pump is through conduit I33 to an air reservoir tank I34, from which extends conduit I35 to an air cylinder I36. A small atmospheric vent is provided in the system between pump I3I and cylinder I36 so that nearly constant operation of the pump is required in order to maintain any substantial pressure in the system. The vent may be adjustable, consisting of a small vent valve I38 in conduit i35 as shown in Figs. 4 and 11. An air pressure gauge I31 may be connected to conduit I33, and mounted on the car within convenient view of occupants.

Controlling the passage of air through conduit I35 is a valve I39, controlled by a spring held plunger I4I, the valve being open when the plunger is depressed, closed when the plunger is raised. Above and bearing upon the plunger is a separate section I42 of the car seat I43, the section I42 being partially supported by coiled mitting further throttle opening movement of the lever 12 when the latter is controlled by lever 88, than is possible when there is no pressure in cylinder I36 and the pivot 81 is in a more forward position. By this arrangement the throttle can be most fully opened, to operate the car at maximum speed, only when the pump I9I is being operated by one patron and the seat section I42 is being occupied by another patron, so as to maintain pressure in the system connected to pump I3I and to open valve I39.

For controlling the valve I23. the mechanism shown in Figs. 5, 6, 7 and 8 may be employed. Mounted on the body of the car is a casting I5I supporting an upright tubular member I52. To the upper end of the latter is pivoted at I53 a lever I54 to which is secured the rod 51. To the free end of. lever I54 is pivoted rod I55 which extends through member I52 and through an opening in a plate I56 secured beneath casting I5I. At the lower end of rod I55 are spaced upper and lower abutments I51 and I58 which are disposed adjacent and in the plane of the operating arm I24 of valve I23, the latter being supported by a bracket I59 bolted to casting I5I.

Secured by bolts I6I to upstanding ears I62 on plate I56 is a bridge member I63 to which is secured a tubular member I64. The latter extends about the rod I55 and has a ring I65 at its upper end which backs coiled springs I66 and I61 which also extend about rod I55. Spring I66, above ring I65, bears against a washer I68 held relative to the rod by pin I69, while the spring I61, below ring I65, bears against washer I1I that is held to the rod by pin I12.

Pivotally secured to plate I56 by bolts I13, and guided for pivotal movement by bolts I14, are blocks I15. These blocks have recesses I16 whose walls frictionally engage the rod I55 under the urge of a spring I11 which connects the two blocks.

In operation. forward movement of rod 51 (to the right in Figs. 5 and 6) will swing lever I54 to elevate rod I55 against the resistance of spring I61, causing finger I58 to engage and move clockwise the operating arm I24 of valve I23, effectsprings I 44, whereby when unoccupied the seat 7 section I42 and plunger I4I will be so elevated that valve I39 will be closed. When a patron occupies seat section I42, the latter will depress plunger I4I opening the valve.

Air cylinder I36 has a piston with a piston rod I45 pivoted at I46 to the plate 82 which carries levers 88. and 89. When the air pressure provided by pump I3I is suificient, the piston and the rod I46 which is secured to the piston are raised (against the resistance of a spring in cylinder I35 above the piston), thereby tilting the plate counterclockwise about its pivot 83. This movement carries the pivot 81 of levers 68 and 89 rearwardly (to the left in Fig. 11) thereby pering release of the car brake and causing the throttle valve of the engine to become controllable by the patron-occupant of the car through accelerator pedal 99.

Rear'ward movement of the rod 51 will depress rod I55 against the resistance of spring I66, causing finger I51 to engage the valve oper ating arm I24 and move it clockwise, thereby effecting application of the brake means, and

moving the throttle valve to idling position.

During actuation of rod I55 the blocks I15 will serve as snubbers, preventing the rebound of the rod. by action of springs I66 and I61, from being of such large amplitude as to displace valve arm I24 from its operated position.

The steering mechanism of the car may be seen in Figs. 5, 9, 10 and 11 and includes the steering wheel I39 fixed to a rotatably mounted column I 8| to the forward end of which is secured a drum I82. About the latter are wound several turns of flexible cable I83, the central turn of the cable preferably being anchored to the drum by extending therethrough as shown at I84 in Fig. 10. The cable extending from each side of the drum passes through a pulley block I85 anchored at I86 to one side of the car body, thence through a pulley block I81 connected to a medial portion of a tie rod I88, and

the ends of the cable are'joined by tensioning devices I59 to anchorages I86.

The ends of the tie rod are pivoted at I9I to right and left steering knuckle arms I92 and I93, respectively, which are pivoted by king pins I94 to stub axles I95 extending from the frame I85 of the car. As the steering wheel and column are turned by a patron, the cable I83 will cause tie rod I88 to shift laterally, thereby turning the front wheels I9? of the car which are mounted on spindles extending from the knuckle arms I92 and I93.

Mounted on the side rails of the car frame I95 are brackets I98 and I99 supporting a rod 2M for sliding longitudinal movement (transversely of the length of the car) The right end of the rod is provided with a fork 202 receiving a pin 253 which depends from steering knuckle arm IE2 at a point spaced rearwardly from the king pin.

A coiled spring 284 is compressed between the bracket I93 and a block 205 secured to rod 2M movably urges the latter to the right, causing the fork 252 to engage the pin 253 and urge the knuckle arm to the right, tending to cause the car to turn left.

A flexible cable 256 having one end secured to block 205 extends around sheave 251, which is mounted on bracket I58 and around sheaves 258 and 269, its other end being connected to an extension 2II of bell crank I58.

When suction is maintained in cylinder I I I, so that piston rod I 09 is raised, the cable 255 is shifted, moving rod ZIII to the left against the urge of'spring 254, thereby relieving the steering mechanism of the tension urging the car to turn left, which tension otherwise exists.

In operation of the apparatus with two patrons seated in each car, the operator of the amusement ride may operate Windlass 55 to lower arms 5I (to the broken line position of Fig. 2). He may then rotate handle 59 counterclockwise as the apparatus appears in plan, causing the arms 5I to rotate and sweep the wires 56 over the car carried rods 57. The latter, being moved forwardly, operate the mechanism shown in Fig. 6 to shift valve arm I24 on each car into the position wherein the valve I23 admits manifold suction to cylinder III.

Thereupon the bell crank I28 is turned, counterclockwise as viewed in Fig. 11, resulting in cable 255 being pulled to free the steering mechanism from the turning influence of spring 254, in brake means H6, H1 being released, and in lever 89 being moved clear of lever I2, giving the patron-driver of the car control of the engine throttle valve.

The driver-patron in each car may now depress the accelerator pedal 99, speeding up the engine to such degree that the centrifugal clutch 68 will engage and the car will be propelled forwardly. The cars speed will depend, of course, upon the degree of accelerator pedal depression, and also, upon the degree of pressure which the passengerpatron maintains in the system including tank I 341 and air cylinder I36 by operation of the supercharger pump I35, since only by maintaining considerable pressure will the plate 82 be swung so far rearwardly that the lever "I4 carried thereby can permit maximum opening movement of the throttle valve linkage.

The cars are provided all around with spring bumpers 22I which prevent injury to patrons or cars due to collisions of the latter with each other or with the guard rails 3| around thebowl 24,

these rails beingof substantially the same height as the bumpers.

Either before or after the cars are in motion upon the bowl, rotation of the latter may be commenced by actuation of motor 46, increasing the .speed of the cars relative to stationary objects,

although not increasing the speed of the cars relative to each other or to the bowl upon which they operate. Due to the centrifugal force developed, the cars will ordinarily be driven by the patrons on the banked part of the track.

In order to stop the cars the operator of the amusement device rotates arms 5| in the opposite direction (first lowering them if they have been raised while the cars are operating), causingrods 5? to be swung rearwardly. This causes the valve E22 on each car to close conduit I22 from the cylinder I II and to admit atmospheric air to the latter, permitting springs H0 and 204 to become effective, with the result that the accelerator pedals 99 of the cars become ineffective and the car engines idle and no longer drive; the brakes are applied; and the cars are steered left (toward the inner guard rail) by the spring 204. In this way the cars will ordinarily be standing on the inner part of the flat section 28 of the bowl when patrons are leaving and others are entering the cars.

While rotation of the bowl may be started and stopped either before or after the cars are in motion, it is preferred not to accelerate or decelerate the bowl while the cars are starting or stopping, as this results in additional drag on the car drive or brake mechanisms.

In the form of the invention shown in Figs. 12, 13 and 14 the structure of the bowl may be the same as that illustrated in and described in connection with Figs. 1 and 2 except-that the rotatable arms 5I and the operating means therefor are eliminated, and in place thereof is substituted a radio impulse transmitter 25I having an antenna 252 for the purpose of transmitting impulses to receiving sets mounted on the cars 21 for controlling them.

The structure of the cars 21 may also be the same as that previously described, and the control means may be substantially the same as that illustrated in Fig. 11, but the mechanism shown in Figs. 6, '7 and 8, for operating valve I23, is eliminated. Instead, the apparatus illustrated in Figs. 13 and 14 and the receiving antenna 255 (Fig. 12) may be employed on the car to operate the valve I23.

As shown in Fig. 13 the valve I23 is disposed between conduits I22 leading to the engine intake and conduit I2I leading to suction cylinder III, and may be supported by a bracket 253 in a casing 254, the latter being mounted in the car preferably adjacent to the engine. As illustrated, an air cleaner 255 may be connected to the atmospheric vent I25 of the valve. The valve has oppositely extending operating arms 251 which are connected to the ends of a flexible belt 258, the medial portion of which extends over the drive pulley 259 of an electric motor 25! which is also mounted within casing 254.

Mounted on the motor casing is a toggle operated electric switch, including a switch arm 262 pivoted at 263 and capable of closing against either of two fixed contacts, 254 and 265. Also mounted on pivot 253 is arm 256 having a forked end engaging over belt 258 between two stops 25! carried by the belt. A tensioned spring 269 connects the free ends of arms 232 and 266.

When the valve arms 25'! are moved by rota armature circuit through battery 284, and caustion of motor driven pulley 259 to their limit position of clockwise movement (as shown in Fig. 13) communication between conduits 121 and 122 is established and the atmospheric vent 125 is closed; and the switch arm 262 is held closed against contact 264 by spring 269. When the motor rotates pulley 256 counterclockwise the valve arms 251 are likewise moved clockwise to their limit position wherein conduit 122 is closed and conduit 121 is opened to the atmospheric vent 125. During this movement the arm 266 is moved to the right, and when the lower end of spring 269 has passed over the center of pivot 263 it will act to snap contact arm 262 away from contact 264 and into closed relation with contact 265.

Disposed above the motor in the casing 254, and preferably mounted on rubber pads 211 to absorb shocks, is a radio receiver 212, which is suitably connected to the antenna 255, and is tuned for the reception of impulses transmitted by transmitting apparatus 251, 252. The receiver 212 has in its output circuit a relay 213 which, together with the switch 262, 264, 265 controls the motor 261, effecting starting and stopping of the latter, and causing it to rotate oppositely during each succeeding operation.

The circuit connections for the motor control may be as shown in Fig. 14, where a relay 213 is connected to lead wires 214, in the output circuit of receiver 212. The relay has an armature contact 215 which closes against a fixed contact 216 when the relay is energized and against a fixed contact 211 when the relay is de-energized.

Connecting relay contact 216 with contact 265 of the toggle switch are wires 218 and 216 between which is connected a battery 281. Connecting relay contact 211 with contact 264 of the toggle switch are wires 282 and 283 between which is connected a battery 284 of reverse polarity from battery 281. Connected by wires 285 and 286 in circuit between relay armature contact 215 and toggle switch contact arm 262 may be the armature circuit 281 of the reversible motor 261. The field circuit 288 of the motor may be connected across battery 284 by wires 289 and 291.

Operation of the wireless control shown in Figs. 12, 13 and 14 is as follows: With the parts in the positions shown in Figs. 13 and 14 and the transmitter 251, 252 not operating, the receiver controlled relay 213 will be de-energized so that its armature 215 will be closed against contact 211. The motor armature circuit is therefore completed through battery 284 via wire 282, contact 211, armature bar 215, wire 285, motor armature circuit 281, wire 286, toggle switch arm 262, contact 264 and wire 283 to the battery. As the motor field circuit is also in closed circuit with the battery, the motor will operate counterclockwise, as the parts appear shown in Fig. 13, shifting the valve arms 251 counterclockwise, to a position closing communication between conduits 121 and 122 and open the atmospheric vent, thereby disabling patron control of the car, applying the brake, and urging the car to steer to the left, all as has been described hereinbefore in connection with the apparatus shown in Fig. 11.

Simultaneously with the valve 123 being moved to the position closing communication between conduits 121 and 122, the toggle switch arm 262 will be snapped away from contact 264 and against contact 2155, thereby opening the motor ing the motor 261 to stop.

If the transmitter 251, 252 is now made operative to emit radio impulses, the latter will be received by the receiver 212 with the result that relay 213 will become energized, causing it to close its armature bar 215 against contact 216. As the toggle switch arm 262 is closed against contact 265; the motor armature circuit will now be closed through battery 281 via wire 216, contact 265, arm 262, wire 286, the motor armature circuit 281, wire 285, relay armature bar 225, contact 216 and wire 218 to the battery. Since the battery 281 is of reverse polarity from battery 284, the motor will now rotate oppositely clockwise as viewed in Fig. 13, moving the valve arms 251 to the position illustrated, and finally causing toggle switch arm 262 to snap away from contact 265 into closed relation to contact 264, thereby stopping the motor and conditioning the motor armature circuit for reverse operation of the motor upon the next de-energization of relay 213.

It will thus be understood that the operation of the amusement ride may, by simply causing the transmitter 251, 252 to operate or not operate, render the cars 21 steerable and subject to the control of patrons in the cars, or cause the cars to steer left (to the flat portion 28 of the track adjacent the inner rail 31), apply the brakes, and simultaneously disable patron control of the car engine throttles. The radio control is particularly efiective when a plurality of cars 28 are employed since it results in all cars stopping and being enabled to start at the same time.

It will be understood further that the radio transmitter and receiver apparatus may be of any desired construction and circuit arrangement, it being sufficient that with such apparatus the relay 213, or an equivalent device, selective control of the car carried apparatus may be effected.

For example, as shown in Fig. 15, the relay 213 controlled by radio receiver 212, instead of operating armature bar 215 shown in Fig. 14 and the apparatus thereby controlled, may operate an armature bar 361 connected by wire 362 to bat tery 363. When the relay 213 is de-energized armature bar 361 engages stationary contact 364 and when energized, engages stationary contact 365. These contacts are connected by wires 366 and 361, respectively, to stationary contacts 368 and 369 of a toggle switch whose pivoted contact element 311 is movable to a position closing contact 368 with another stationary contact 312, or to a position closing contact 369 with a stationary contact 313. The contact element may have an insulated connection to one end of a spring 314 whose other end is connected to the piston rod 169 associated with the pneumatic cylinder 111. This spring connection is such that the pivoted contact element 311 is snapped to a position closing contacts 368 and 312 when the piston rod 169 has descended to permit application of the brake of the vehicle and interruption of control of the engine throttle valve by the accelerator pedal 96; and such that the element 311 is snapped to a position closing contacts 369 and 313 when the piston rod 169 has ascended to release the brake and render the engine throttle valve operable by the accelerator pedal.

Connected to contacts 312 and 313 by wires 315 and 316, respectively, are the windings of solenoids 311 and 318, these windings being connected by wires 3I9, 320 and 32 I1 to the other terminal of battery 303.

The solenoids 3H and 3i31are mounted upon, and have their armatures 322 and 323 extending into, a casing 324 into which also extend a nipple 325 having one end open to the atmosphere and a nipple 323 which is connected, as for example, by the conduit I22, to the intakelfi! of the engine 6|. The chamber within casing 324 is also connected to the cylinder III, as for example, by the conduit I2I. Controllingthe opening of the nipple 325 into the interior of the casing is a valve, which may be an automotive pneumatic tire valve, having a stem 32! engageable by one end of a lever 323, pivoted within the casing at 329' and whose other end is pivoted to armature 323.

Controlling the opening of nipp1e 323 into the casing is a similar valve having a stem 33I engageable by one end of a lever 332 whose other end is pivoted to armature 322, and which is also mounted upon pivot 329.

In the condition of the apparatus shown in Fig. 15, operation of the radio transmitter 25I, 252 has just been discontinued, so that receiver controlled relay 273 has been de-energized, dropping armature 32" against contact 334, thereby closing the circuit through solenoid 3H, via: from battery 303, wire 332, armature 3M, contact 354, wire 306, fixed contact 338, movable contact 3i I, fixed contact 3I2, wire 3E5, windings of solenoid 3H, wire 3I9, and by wire 32I return to battery 303.

The result has been that the solenoid has retracted its armature, swinging lever 332 into a position depressing (opening) valve stem. 33I, permitting air to be withdrawn from cylinder I I I through conduit I2I, the chamber of casing 324 and conduit I22 into the engine intake. This will quickly result in the piston rod I59 being raised, releasing the brake of the vehicle and rendering the engine throttle operable by the accelerator pedal, as has been described heretofore, and also snapping pivoted contact 3 to its upper or dotted line position whereby the circuit of solenoid 3|! is broken across contacts 338 and 3E2. As a result the armature 322 may descend by gravity, allowing the valve in. nipple 328 to close, but the vacuous condition maintaining in cylinder III will retain the piston rod I99 raised so long as the transmitter 25!. remains inoperative.

If the radio transmitter is now operated, to cause the receiver 272 to energize relay 213, armature30l will close against contact 3355, thereby energizing the solenoid 3H3 through the following circuit: from battery 333, wire 392, armature 3!, contact 335, wire 331, contact 339, movable contact 3| I, contact 3I3, wire 316, the windings of solenoid 3I8, wire 32!), and by wire 32I return to the battery 383. The result will be raising of armature 323 and depression of valve stem 321, thereby admitting air into casing 324 and dissipation of the partial vacuum in cylinder II I. Piston rod I39 will thereupon descend, causing application of the vehicle brake and dissociation of the accelerator pedal from the engine throttle valve.

Now upon de-energization of solenoid 213 the operating condition shown in Fig. 15 will again prevail.

In Fig. 16 is illustrated a stationary bowl 3 4I supported upon frame members 342 resting upon a foundation pad 343. Around the inner and outer edges of the bowl are guard rails 344 and 345', respectively, and around the entire structure is a fence 345. Illuminating means 34'I'supported upon a standard 348'may be disposed centrally of the bowl. It will be understood that the cars of the present invention, and any of the control means therefor disclosed herein, may be employed in association with such a stationary bowl as well as with the rotatable bowls described in connection with Figs. 1, 2 and 12.

It will be understood still further that the apparatus herein shown and described is merely illustrative of the embodiments of the inventive principles involved and that these principles may be otherwise embodied without departing from the spirit of the invention or the scope of the appended claims.

I claim:

1. In apparatus of the class described, a track having an inner substantially flat portion and an outer banked portion, a self-propelled passenger carrying car adapted to travel on said bowl. and having steering: means and braking means thereon, control means effective for urging the steering means to cause the car to steer toward said inner portion of the track and for applying said brakingmeans, and means remote from the car operable to render said control means efiective and ineffective.

2. In apparatus of the class described, a bowl having an inner substantially flat track portion and an outer banked track portion, self-propelled cars adapted to travel on said track portions, each of said cars having a passenger controlled steering gear, springmeans cooperating with the steering gear for urging the car to turn toward said fiat track portion, car drive means having a speed control. andpassenger. actuated means for operating said. speed control, braking means, fluid pressure means on each car for rendering the braking means and said spring means ineffective or for rendering the braking means and saidspring means effective and for disabling the passenger actuated means. for operating the speed control, and means operable outside of said cars for selectively controlling the fluid pressure means of the cars.

3. In apparatus of the class described, a track having an inner substantially fiat track portion and an outer banked track portion, self-propelled passenger carrying cars adapted to travel on said track. portions, each of said cars having passen ger controlled steering means and spring means associated therewith for urging the cars to turn toward said inner substantially flat track portion; selectively controllable fluid pressure means for rendering said spring means effective or ineffective, and means operable outside of said cars for selectively controlling said fluid pressure means.

4. In apparatus of the class described, a continuous track having an inner substantially flat track: portionand an outer banked track portion, self-propelled cars running on said track portions, each of the cars having passenger controlled steering means and spring means associated therewithv for urging the cars to turn toward said inner substantially flat track portion; means on each car including fluid pressure means selectively controllable by a valve for rendering said spring means effective or ineffective, a motor for operating said valve, a relay for controlling the motor, and a radio receiver-for operating the relay; and a radio transmitter disposed substantially centrally of the track for controlling the relays on the cars through impulses transmitted to the radio receivers.

5. In apparatus of the class described, a continuous track having an inner substantially flat track portion and an outer banked track portion, self-propelled cars running on said track portions, each of the cars having passenger controlled steering means and spring means associated therewith for urging the cars to turn toward said inner substantially flat track portion, means on each car including fluid pressure means selectively controllable by a valve for rendering said spring means effective or inefiective, a rod extending above the car and adapted for forward or rearward movement, and means for actuating the valve in accordance with the direction of movement of said rod; and an arm pivoted substantially centrally of the track, extending radially over said track portions, and rotatable in either direction about its pivot to eifect forward or rearward movement of the rods for actuating the valves on the cars.

6. In apparatus of the class described, a car having a steering gear operable by an occupant, resilient means engageable with the steering gear for tending to turn the car in one direction, fluid pressure means for controlling engagement of the resilient means with the steering gear, and means outside of the car for controlling the operation of said fluid pressure means.

7. In apparatus of the class described, a car having a steering gear operable by an occupant, means normally disengaged from the steering gear and engageable therewith for urging the latter to turn the car in one direction, and means controllable from outside of the car for rendering the last mentioned means effective or inefiective.

8. In apparatus of the class described, a car having a passenger operated steering gear including a steering knuckle arm, a spring pressed element engaging said arm at a point spaced from the pin for urging turning movement of the arm, and means controlled from outside of the car and connected to said element for removing it from engagement with the arm for relieving the turning urge.

9. In apparatus of the class described, an upright, a circular track substantially concentric to said upright, cars on said track having a control rod extending upwardly therefrom and adapted for forward and rearward movement to control the cars, an arm supported on said. up right and extending radially over the track, said arm being adapted to be lowered and rotated about the axis of said upright into operating engagement with the control rods of the cars.

10. In apparatus of the class described, a car having an engine with a throttle valve, and a drive operated by the engine including a clutch automatically engageable when the engine operates above a predetermined speed, means operable by an occupant of the car for opening or closing said throttle valve to increase the speed of the engine, means controllable from outside of the car for disabling said means operable by an occupant of the car, movable means for limiting maximum opening of the throttle, and

means operable by another occupant of the car for effecting movement of the limiting means to 3 ment, means operable from outside of the car for preventing said member from operating the control element, movable means for limiting movement of said speed control element by said member, and pump means operable by another occupant of the car for moving the movable means to enable the first mentioned occupant to operate the car at maximum speed.

12. In apparatus of the class described, a car having an engine throttle, and having a drive operated by said engine including a clutch automatically engageable when the engine operates above a predetermined speed, means operable by an occupant of the car for controlling the throttle to increase or decrease the engine speed, means for disabling the last mentioned means and causing the throttle to close, a fluid pressure device for controlling the disabling means, solenoid operated valve means for controlling the fluid pressure device, and switch means operable by cooperation of said fluid pressure device and a radio receiver for-controlling the solenoid means.

13. In apparatus of the class described, a car having a speed control element movable by an 00- cupant, movable means limiting movement of said element to limit the speed of the car to less than its maximum speed, and means operable by another occupant of the car and requiring substantially continuous operation by said another occupant for shifting said movable means to enable the first mentioned occupant to operate the car at maximum speed.

14. In apparatus of the class described, a car having a speed control element movable by one occupant, means limiting movement of said element to limit the maximum speed of the car, pressure operated means for moving the limiting means to a position enabling maximum speed, and a pump operable by another occupant of the car for maintaining operating pressure for said pressure operated means, the pump requiring frequent actuation by said another occupant in order to maintain said operating pressure.

15. In apparatus of the class described, a car having a speed control element movable by one occupant, means limiting movement of said element to limit the maximum speed of the car, pressure operated means for moving the limiting means to a position enabling maximum speed, and a pump operable by another occupant of the car for creating operatingpressure for said pressure operated means, and valve means efiective when the car is loaded to less than capacity for preventing operation of said pressure operated means.

16. In apparatus of the class described, a car having a speed control element movable by one occupant to increase the speed of the car, means positioned on the car to be operable by a second occupant and requiring operation by said second occupant in order to permit movement of said control element to a position of maximum speed, and means requiring the presence of two occupants in the car to enable the first mentioned means to function.

17. In apparatus of the class described, a car having a speed control element movable by one occupant to increase the speed of the car, means for limiting movement of said element to a position wherein the car can operate at a speed less than its maximum speed, and means requiring the presence of a second occupant in the car for rendering said limiting means inoperative.

NORMAN BARTLETT. 

